Construction and Building Materials 88 (2015) 56–63

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Construction and Building Materials

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Laboratory evaluation of the effect of low-temperature application

of warm-mix asphalts on interface shear strength
E. Pasquini a,⇑, G. Giacomello b, M. Pasetto b, F. Canestrari a
a
Department of Civil and Building Engineering and Architecture, Polytechnic University of Marche, Via Brecce Bianche, 60131 Ancona, Italy
b
Department of Civil, Architectural and Environmental Engineering, University of Padua, Via Marzolo 9, 35131 Padua, Italy

h i g h l i g h t s

 Low application temperatures of the upper layer may lead to weak interface bonding.
 Using a polymer modified binder in the upper layer reduces the risk of debonding.
 The use of the warm modifier does not clearly affect the interface shear strength.

a r t i c l e i n f o a b s t r a c t

Article history: A potential drawback, not yet investigated, of low application temperatures of asphalt mixes could be a
Received 21 January 2015 reduced interface shear strength. Such low temperatures could be due to improper construction as well
Received in revised form 11 March 2015 as to the use of warm mix asphalt (WMA) technology. In this sense, this paper illustrates an experimental
Accepted 12 April 2015
laboratory research aimed at characterizing interface shear properties of double-layered asphalt systems.
The upper layer of the specimens (WMA or hot mix asphalt control mix) was mixed and compacted at
different temperatures in order to simulate different application conditions. A plain bitumen and a poly-
Keywords:
mer modified binder were used for the asphalt mixes whereas an organic (wax) additive was selected as
Warm mix asphalt
Interface shear strength
warm modifier. Experimental data were also compared with the stress field of a typical flexible pavement
Wax additive calculated through a layered elastic theory (LET) model. The research study mainly showed that interface
Application temperature shear strength sensibly decreases for low application temperatures of the upper layer (below 140 °C)
regardless of bitumen type and presence of the warm additive. However, the use of polymer modified
bitumen as binder for the upper layer asphalt concrete leads to noticeably higher interface shear strength
at any test temperature reducing the risk of delamination.
Ó 2015 Elsevier Ltd. All rights reserved.

1. Introduction any more. This occurrence seriously affects pavement characteris-

A potential drawback, not yet investigated, of low application
and compaction temperatures of asphalt mixes could be a reduced
interface shear strength. This fact potentially leads to de-bonding
failure of interfaces close to the road surface (where the shear
stresses transmitted by vehicles remain still high) causing both
structural and functional damage to the pavement. In fact, a
multi-layered pavement system is composed of several layers
whose interfaces should be able to transfer shear stresses. In case
of interlayer de-bonding, this stress transfer is not possible and
the multi-layered structure does not act as a composite system
⇑ Corresponding author. Tel.: +39 071 220 4507; fax: +39 071 220 4510.
E-mail addresses: e.pasquini@univpm.it (E. Pasquini), giovanni.giacomello@
unipd.it (G. Giacomello), marco.pasetto@unipd.it (M. Pasetto), f.canestrari@
univpm.it (F. Canestrari).
tics and could lead to premature failure even though durability and
mechanical performance of the single layers are appropriate [1].
Low application temperatures can occur due to an improper con-
struction or to a proper use of warm mix asphalt (WMA) technol-
ogy. In this sense, it is worth noting that WMA technology has
recently gained increasing interest due to the fact that environ-
mental considerations about the preservation and protection of
natural and working environments have become of strategic
importance.
In fact, hot mix asphalt (HMA) production requires high tem-
peratures (>150 °C) that lead to considerable energy consumption
and emission of pollutants whereas WMA is a modified asphalt
concrete, obtained by using organic (wax), chemical or foaming
additives, which can be produced, applied and compacted at lower
temperatures (100–140 °C) than HMA. In particular, the most com-
mon commercial organic products available are Fischer–Tropsch

http://dx.doi.org/10.1016/j.conbuildmat.2015.04.009
0950-0618/Ó 2015 Elsevier Ltd. All rights reserved.
 E. Pasquini et al. / Construction and Building Materials 88 (2015) 56–63
(F–T) synthesis waxes that, thanks to their melting/crystallizing
properties, are solid at ambient temperature and melt at higher
temperatures producing a low viscosity liquid.
The F–T process is used to convert synthesis gas containing
hydrogen and carbon monoxide to hydrocarbon products that are
mostly liquid at ambient temperature, such as alcohols, diesel fuel,
kerosene, and waxes. The F–T wax is in the carbon chain length
ranging from C40 to C120, with a melting point of approximately
100 °C. Thus, it can be considered a fluidifying agent suitable for
WMA applications since it reduces the viscosity of the bitumen
above its melting point, allowing lower mixing and compaction
temperatures than traditional HMA, without affecting bitumen
consistency at pavement service temperatures [2–5].
The use of WMA can lead to environmental benefits (reduced
energy consumption, gas and fume emissions) as well as to opera-
tional advantages such as longer hauling distances and extended
construction periods [2–5].
Clearly, the basic WMA challenge is the production of a pave-
ment mixture characterized by at least the same performance of
traditional HMA, thus able to assure acceptable in-service
mechanical performance and durability. In this sense, it is worth
noting that the mechanical properties of WMA mixes can vary in
a large range mainly depending on the amount of additive and
the type of WMA technology used [3].
Generally, besides uncertainties regarding long-term WMA per-
formance, the most documented drawbacks related to the reduc-
tion of mixing and compaction temperatures are greater
moisture susceptibility, higher rutting potential, reduced cracking
resistance as well as coating and bonding problems depending
on the adopted warm-mix asphalt technology, i.e. organic, chemi-
cal or foaming additives [3–5]. In this sense, F–T organic waxes
should be able to offset the rutting problem since at in-service
temperatures they solidify (crystallize) providing enhanced stiff-
ness and permanent deformation resistance. However, at mid-
range and low service temperatures, waxes may increase fatigue
and thermal cracking susceptibility [3–14].
As anticipated, a further possible drawback of using WMA could
be a reduced interface shear strength. In this sense, possible reduc-
tion of interface shear strength due to low mixing and compaction
temperatures could make the environmental and economic advan-
tages provided by WMA fruitless.
2. Research objective and description
Despite the huge literature concerning shear strength of asphalt
interfaces, the influence of application and compaction tempera-
tures has received no attention yet. In particular, since low
Fig. 1. Experimental plan.
57
application temperatures can occur due to improper construction
or proper use of WMA technology, the main goal of this experi-
mental laboratory study is the evaluation of interface shear proper-
ties of double-layered asphalt systems whose upper layer (HMA or
WMA) was mixed and compacted at different temperatures simu-
lating different application conditions. This objective was accom-
plished by performing Ancona Shear Testing Research and
Analysis (ASTRA) tests on double-layered specimens according to
the experimental plan schematized in Fig. 1.
In particular, the upper layer of the tested double-layered sys-
tems consisted of a dense graded asphalt mixture prepared with
limestone aggregates and plain (P) or SBS polymer modified (M)
binder. A commercial organic additive (F–T synthesis wax) was
selected as warm modifier, obtaining four different mixes prepared
with both binders (P and M) including or not the synthetic wax. For
each mixture, four double-layered slabs were prepared in the lab-
oratory varying the mixing and compaction temperatures of the
upper layer from 100 °C to 160 °C, for a total of 16 slabs, each
one representing a different interface configuration. It is worth
specifying that HMA was mixed and compacted also at low tem-
peratures (100 °C and 120 °C) in order to simulate wrong applica-
tion procedures whereas WMA was applied also at high
temperatures (140 °C and 160 °C) for comparison purposes.
Hereafter, each system is coded as ‘‘XYnnn’’ depending on the
characteristics of the upper layer where ‘‘X’’ = H (hot mix asphalt)
or W (warm mix asphalt), ‘‘Y’’ = P (plain bitumen) or M (modified
bitumen) and ‘‘nnn’’ = 100, 120, 140 or 160 depending on the appli-
cation temperature (in °C) of the upper layer. For example, WP100
means an upper layer realized with an asphalt mixture containing
the warm additive (W), prepared with plain bitumen (P) and
applied at 100 °C.
From each slab, eight cylindrical specimens were cored to be
tested at 20 °C with the ASTRA equipment carrying out a total of
128 interface shear tests by applying three different normal stress
levels (3 replicates at 0.0 and 0.2 MPa and 2 replicates at 0.4 MPa).
Experimental data were also compared with the stress field of a
typical flexible pavement calculated through a layered elastic the-
ory (LET) model.
3. Materials and methods
3.1. Materials
Dense graded asphalt mixtures prepared in the laboratory were used for the
upper layer of the tested double-layered systems.
A plain bitumen, classified as 70/100 according to EN 12591, and a SBS polymer
modified binder, classified as PMB 25/55-75 according to EN 14023, were selected
as the base binders for this study.
58 E. Pasquini et al. / Construction and Building Materials 88 (2015) 56–63

Table 1
Basic properties of binders.

Properties Standard Unit Value

HP WP HM WM
Penetration (25 °C) EN 1426 dmm 61 49 37 34
Softening point EN 1427 °C 45 49 78 79
Viscosity (100 °C) EN 13302 Pa  s 1.58 1.51 32.43 21.42
Viscosity (120 °C) EN 13302 Pa  s 0.42 0.36 4.68 4.11
Viscosity (140 °C) EN 13302 Pa  s 0.15 0.13 1.25 1.19
Viscosity (160 °C) EN 13302 Pa  s 0.07 0.06 0.49 0.48

Table 2
Basic properties of limestone aggregates.

Properties Standard Unit Value

0/4 4/8 8/12 12/20
Particle density EN 1097-6 mg/m3 2.76 2.75 2.74 2.71
L.A. coefficient EN 1097-2 % – – 16.0 –
Shape index EN 933-4 % – 12.8 7.5 10.5
Flakiness index EN 933-3 % – 10.5 11.8 13.8
Sand equivalent EN 933-8 % 78 – – –

Table 3 Fig. 3. Peak and friction envelopes.

Mixture gradations.

Sieves (mm) Upper layer mixture Lower layer mixture

% passing % passing
Crushed limestone aggregates provided in four different fractions (0/4, 4/8, 8/
20 100.0 100.0
12, 12/20 mm) were used to prepare the tested mixtures. A mineral limestone filler
14 96.5 100.0
was also used. The main physical and mechanical properties of different aggregate
10 87.1 90.8
fractions are given in Table 2.
6.3 62.4 68.7
To accomplish the objectives of this study, four dense graded asphalt mixtures
2 28.9 38.0
with same gradation and bitumen content were prepared for the upper layer of
0.5 17.7 19.5
double-layered systems using the above-mentioned raw materials. In particular,
0.25 14.5 15.0
two warm mixes respectively prepared with warm plain (WP) and warm polymer
0.063 9.0 7.3
modified (WM) binders were investigated. Moreover, two corresponding HMA pre-
pared with the same control bitumens (not wax-modified) were also used for com-
These bitumens were also modified by adding a commercial organic WMA addi- parison purpose by using HP and HM binders. A binder content of 5% by the weight
tive. The additive is a synthetic paraffin wax obtained from the Fischer–Tropsch (F– of the aggregate was selected for all mixtures in order to reduce the variables to be
T) process. A WMA additive dosage of 3% by weight of binder was selected as accounted for during the comparison of the mixes. The proportions of the different
recommended by the producer. The binder modification was obtained in the lab- aggregate fractions were selected in order to obtain a grading curve fulfilling typical
oratory where the prefixed amount of wax pellets was added to the hot binder Italian motorway technical specifications for dense graded wearing courses [15].
(150 °C) with a portable mixer operating at high stirring rates. The basic properties Such mixtures can be classified as AC14 according to EN 13108.
of studied bitumens are showed in Table 1. Finally, the lower layer of the tested specimens consisted of a dense graded
In particular, a coaxial viscometer was used to assess the dynamic viscosity of asphalt concrete taken from the asphalt plant and classified as AC14 according to
virgin and warm-modified binders at four different temperatures (100 °C, 120 °C, EN 13108. Such a mixture was prepared with limestone aggregates, having a maxi-
140 °C and 160 °C). mum size of 14 mm, and plain bitumen (50/70 penetration grade) dosed at 6.5% by
It is worth noting that wax modification slightly reduces viscosity at the the weight of the aggregate.
selected temperatures also leading to a certain stiffening effect by increasing soft- The selected design curve for the upper layer mixture is shown in Table 3 along
ening point and decreasing penetration value. with the mixture gradation of the lower layer material.

Fig. 2. Working scheme of ASTRA equipment.

 E. Pasquini et al. / Construction and Building Materials 88 (2015) 56–63 59

Table 4 Finally, eight cylindrical specimens (diameter = 95 mm) were obtained by cor-
Envelope characteristic parameters of ASTRA test. ing from each slab to carry out ASTRA tests.

Configuration speak = c0 + r tg Upeak sres = r tg Ures

3.3. ASTRA test
2
c0 [MPa] Upeak [°] R Ures [°] R2
HP100 0.08 49.7 0.72 41.5 0.98 The ASTRA test allowed the evaluation of the influence of the mixing and com-
HP120 0.21 46.1 0.69 41.6 0.99 paction temperature of HMA and WMA on the interlayer shear strength of double-
HP140 0.45 43.4 0.82 43.4 0.97 layered cylindrical specimens.
HP160 0.45 45.2 0.99 40.6 0.99 The ASTRA device (Fig. 2), compliant with the European Standard prEN 12697-
48, consists of a direct shear box for the characterization of bituminous interface
WP100 0.08 45.8 0.98 39.7 0.99 performance [16,17].
WP120 0.13 46.7 0.81 43.2 0.94 A double-layered specimen is installed in two cylindrical half-boxes separated
WP140 0.38 42.0 0.58 40.9 0.96 by an unconfined interlayer shear zone. During the test, a constant horizontal dis-
WP160 0.44 51.5 0.92 41.8 0.96 placement rate of 2.5 mm/min occurs while a constant vertical load, perpendicular
HM100 0.15 46.2 0.61 40.6 0.98 to the interface plane, can be applied in order to generate a given normal stress (rn).
HM120 0.28 40.5 0.81 42.4 0.96 The whole apparatus is located in a climatic chamber with temperature and relative
HM140 0.49 44.5 0.97 42.5 0.99 humidity control.
HM160 0.53 41.0 0.99 39.8 0.98 This test returns a data-set where interlayer shear stress (s), horizontal (n) and
vertical (g) displacement are reported, allowing the calculation, for each specimen,
WM100 0.24 39.9 0.98 42.1 0.97 of the interlayer shear strength (speak) that represents the maximum value assumed
WM120 0.35 45.5 0.71 40.8 0.95 by s [16,18]. Carrying out ASTRA tests at various stress levels rn, it is possible to
WM140 0.56 42.0 0.90 42.9 0.99 obtain a complete assessment of failure and residual (post-peak) properties of
WM160 0.56 45.3 0.66 41.3 0.96 interfaces [16,18] in terms of peak and friction envelopes obtained as linear regres-
sion of the representative shear data (Fig. 3).
The envelope characteristic parameters are the pure shear resistance c0, the
3.2. Specimen preparation peak friction angle Upeak and the residual friction angle Ures. In particular, previous
studies [16,18,19] have shown how residual friction, inner cohesion, dilatancy and
Double-layered slabs with a plan dimension of 300  400 mm2 were compacted tack coat adhesion affect the interlayer shear resistance in multi-layered bitumi-
in the laboratory using a steel roller compactor compliant with EN 12697-33 and nous systems. Obviously, when no emulsion is applied, the adhesion quota is only
adopting a height-controlled compaction mode. due to the asphalt binder of the two layers and it could become negligible.
The lower layer was compacted at 150 °C with a thickness of 40 mm assuming a
target of 3% air voids content. Then, after cooling at room temperature for 4 h, a 4. Results and analysis
30 mm thick upper layer was compacted with a target air voids content of 4% vary-
ing the mixing and compaction temperature from 100 °C to 160 °C according to the
experimental program illustrated in Fig. 1. All upper layers (HMA and WMA mix- The overall results of ASTRA tests are summarized in Table 4 in
tures) were compacted at the same target air voids content to allow a reliable com- terms of envelope characteristic parameters c0, Upeak and Ures
parison of interface performance. A tack coat was not applied at the interface. coming from the peak and friction envelopes obtained as linear

Fig. 4. ASTRA test results: influence of application temperature.

60 E. Pasquini et al. / Construction and Building Materials 88 (2015) 56–63
regression of the representative shear data measured applying dif-
ferent normal stresses rn = 0.0, 0.2 and 0.4 MPa.
First of all, it is worth noting that the residual friction angle Ures
is negligibly influenced by configuration characteristics (laying
temperature, bitumen type, presence of warm technology). Thus,
it is possible to assert that this envelope characteristic can be con-
sidered as an intrinsic property of the interface since it appears to
be mainly dependent on the granulometric composition of the
aggregates. On the other hand, variations of peak friction angle
Upeak as well as significant changes of the pure shear resistance
c0 were observed among the different interface configurations as
discussed in the following.
4.1. Influence of application temperature of the upper layer
As far as the influence of application temperature on the inter-
face shear strength concerns, Table 4 and Fig. 4 clearly show that,
as expected, the higher the mixing and compaction temperature of
the upper layer, the higher the shear strength at the interface,
regardless of bitumen type and presence of warm technology.
Overall, it can be noted that an evident enhancement of inter-
face shear strength is provided by increasing mixing and com-
paction temperatures from 100 °C to 140 °C (in particular from
120 °C to 140 °C) whereas minor variations occur between 140 °C
and 160 °C.
4.2. Influence of warm technology
Test results presented in Table 4 and Fig. 5 generally show that
warm mixes obtained by adding a F–T wax organic additive (W-
Fig. 5. ASTRA test results: influence of warm technology and bitumen type.
type mixes) do not clearly affect the interface shear strength with
respect to HMA mixes (H-type mixes) at any test temperature.
In particular, the use of the selected warm technology slightly
penalizes interface shear properties in the case of modification of
the plain 70/100 penetration grade bitumen (-P type mixes)
whereas a certain performance increase seems to be provided in
the case of the SBS polymer modified binder (-M type mixes), espe-
cially at low application temperatures.
This finding is in accordance with viscosity test results reported
in Table 1 and could be explained by the fact that the selected wax
additive mainly carries out its ‘‘warm function’’ in the presence of
high viscosity binders (e.g. polymer modified bitumen at low
temperatures).
4.3. Influence of bitumen type
Experimental data reported in Table 4 and depicted in Fig. 5 also
allow the evaluation of the influence of bitumen type on interface
shear properties of the studied double-layered asphalt systems.
Such findings evidently demonstrate that, at any test tempera-
ture, the interface shear strength in the case of an upper layer pre-
pared with the asphalt mixture containing a SBS polymer modified
binder (-M type mixes) is noticeably higher than that experienced
in the case of plain 70/100 penetration grade bitumen (-P type
mixes), regardless of the use of the warm additive.
This result is likely due to the enhanced rheological properties
of the polymer modified binder which is able to guarantee an
improved shear strength at the interface with the underneath layer
at any test condition (i.e. enhancing the adhesion and the inner
cohesion contribution to speak), particularly in absence of the
 E. Pasquini et al. / Construction and Building Materials 88 (2015) 56–63
Fig. 6. ASTRA test results for typical HMA and WMA applications.
adhesion contribution provided by the application of a bituminous
tack coat at the interface.
5. Discussion
Experimental results emerged during the present research
involve important practical considerations concerning field pave-
ment performance. In fact, the main finding of the study is that
mixing and compaction temperatures of the upper layer below
140 °C could not be able to guarantee the required bonding with
the underneath layer in the case of both HMA and WMA materials
prepared with plain or polymer modified bitumens.
In this sense, the results depicted in Fig. 4 for HP and HM mix-
tures suggest that in case of improper laying operations (applica-
tion temperature 6 120 °C) of such traditional hot mixes, a
significant decrease of interface shear strength will occur leading
to reduced overall efficiency of the pavement system (hindered full
transmission of horizontal shear stress between asphalt layers) or
even to de-bonding phenomena, in particular in the case of inter-
faces located close to the road surface where the shear stresses
transmitted by vehicles remain still high. In fact, a too much low
shear strength at the interface could imply the risk of delamination
between the wearing and the binder courses causing both struc-
tural and functional damage to the pavement.
Similar remarks can be made also in the case of proper laying of
warm mixes (low application temperatures) as depicted in Fig. 6.
In fact, data reported in such a figure are selected hypothesizing
typical warm applications of asphalt mixes prepared with plain or
polymer modified binders. In particular, assuming an abatement of
application temperatures with respect to plain HMA (typical appli-
cation temperature 140 °C) of at least 20 °C, it is assumed that WP-
type mixes will be applied at temperatures equal or below 120 °C.
Similarly, laying temperatures of WM-type mixes could be 140 °C
or 120 °C with respect to 160 °C, typical application temperature
for hot polymer modified asphalt mixtures. Results show that, in
the case of plain mixes, the warm application will involve a sub-
stantial reduction of interface shear strength, whereas no perfor-
mance decrease will be experienced by polymer modified
materials if the application temperatures of warm-modified mix-
tures is not below 140 °C.
Thus, experimental results suggest that the application of WMA
at low temperatures should be carefully designed as a function of
predicted stresses and strains at the interface.
In this sense, experimental peak envelopes can be compared
with the stress field of a typical flexible pavement calculated
through a layered elastic theory (LET) model. Such a LET model
61
252 mm
FV = 30 kN
FH = 24 kN
x
z 168 mm
Asphalt Concrete (E = 3000 MPa)
Granular Base (E = 300 MPa) 350 mm
Subgrade (E = 30 MPa)
Fig. 7. Adopted LET simulation model.
was selected because it is recognized as a simple and effective tool
for a first-approach analysis of the pavement response. A sche-
matic representation of the adopted LET model is given in Fig. 7.
In particular, a three-layered pavement model was adopted.
Such a model comprised of a 168 mm asphalt surface layer, a
350 mm granular base and a subgrade. Typical elastic moduli (E)
of 3000, 300 and 30 MPa were assigned to the asphalt concrete
(20 °C), granular base and subgrade, respectively. Moreover, the
Poisson’s ratio was chosen equal to 0.30 for the asphalt concrete
[20] and the granular base whereas a value of 0.40 was selected
for the subgrade. Full bonding between adjacent layers was also
assumed. A single tire loading was simulated by means of vertical
and horizontal static loads evenly applied on a circular area having
a diameter (D) of 252 mm. The simultaneous application of a 30 kN
vertical load (FV) along with a 24 kN horizontal load (FH) was
hypothesized. The LET model was implemented to calculate hori-
zontal shear stresses sxz and vertical stresses rzz inside the asphalt
layer at different positions (x = 0, 42, 84, 125, 168, 210, 252, 378,
504 and 756 mm; z = 42, 63, 84, 105, 126, 147 and 168 mm).
Fig. 8 shows in the Mohr’s plane the comparison between some
representative peak envelopes obtained with ASTRA tests for hot
62 E. Pasquini et al. / Construction and Building Materials 88 (2015) 56–63
Fig. 8. Interface stress state vs. shear strength (x = distance from the loading centreline).
and warm materials prepared with plain and modified binders and
the stress state at selected distances from the loading centreline
and at different depths (z = 42, 105 and 147 mm).
Results seem to confirm that, in the case of upper layers
prepared with unmodified bitumens (Fig. 8 left), a low laying tem-
perature (100 °C, 120 °C) of such layers (due to improper construc-
tion or use of warm mixes) along with the absence of a tack coat at
the interface leads to high risk of delamination, even for 105 mm
deep interface. On the other hand, good performance should be
ensured in the case of proper laying temperatures (140 °C). The
same problems related to low laying temperatures should not
happen in the case of upper layers containing polymer modified
bitumens (Fig. 8 right) thanks to the enhanced rheological proper-
ties of such binders which guarantee a shear strength higher than
the calculated stress state also in the case of interfaces located
close to the road surface at any distance from the loading
centreline.
6. Conclusions
This research study had the objective of evaluating the interface
shear properties of double-layered asphalt systems whose upper
layer (HMA or WMA) was mixed and compacted at four different
temperatures (ranging from 100 °C to 160 °C) simulating different
application conditions. Type of asphalt binder and presence of
organic warm additive were also selected as test variables.
On the basis of the results arisen from this experimental
research, the following main conclusions can be drawn:
– regardless of bitumen type and use of the warm technology,
interface shear strength sensibly decreases for mixing and com-
paction temperatures of the upper layer below 140 °C (impro-
per laying of HMA or proper laying of WMA). Thus, a reduced
bonding with the underneath layer could be achieved if the
upper layer is applied at low temperatures, also in the case of
WMA materials;
– at any test temperature, warm modification of the upper
asphalt layers through the use of a commercial F–T wax organic
additive does not clearly affect the interface shear strength with
respect to the corresponding HMA mixes, in the case of both
plain and modified bitumens;
– the shear strength of interfaces whose upper layer consisted of
an asphalt mixture containing a polymer modified binder is
noticeably higher than that experienced in the case of plain
bitumen (at any test temperature and regardless of the use of
the studied warm organic additive) leading to a lower risk of
delamination.
The stimulating results obtained in this study represent only
the first attempt to evaluate the influence of the application tem-
perature of asphalt mixtures on the overall pavement performance
through a comparative interface shear strength characterization.
Such first study intended to investigate different significant aspects
using a reliable approach. However, a statistical validation of the
achieved conclusions should be performed using higher amount
of experimental data. Further studies should also be carried out
to investigate, for example, the influence on interface shear
strength of other types of warm additives (chemical or foaming
products) and/or asphalt mixtures (e.g. porous asphalts, hot-
recycled mixtures, etc.). Moreover, the possible use of a tack coat
(prepared with plain or modified bitumen) should also be taken
into account.
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